Abstract: A turbine engine mount to a pylon of an aircraft includes a bracket arranged to be attached to the pylon, and a lever attached in its central part to the bracket via a first connection and two thrust links each joined aft to the lever by a second connection. The lever includes a central part with two arms, and the bracket includes an integral attachment lug placed between the two arms and connected to the arms via a pivot pin to form the first connection. The lever is laterally connected to the bracket via pivot pins passing through the lever and mounted with a clearance to form connections on standby.

Abstract: A suspension part for mounting a turbojet engine includes two ends equipped with two elements, juxtaposed in a widthwise direction of the suspension part, for fixing the suspension part to the fixed structure. The ends are shaped into pairs of yokes respectively flanking connecting rods and each including fixing elements and a bearing of a journal of a connecting rod which bearing is situated underneath a fixing element. The suspension part also includes slots passing through the two ends of the suspension part and running between the yokes without running over a central portion of the suspension part. Each of the yokes has an upper portion with an additional thickness located on an inside of each of the yokes.

Abstract: A mounting arrangement (26) is provided for mounting an engine (10), typically a gas turbine engine, to a vehicle. The mounting arrangement (26) includes connecting means (28, 30) constructed to extend from a core assembly (14) of the engine (10) through an outer component (24) to the vehicle. The mounting arrangement (26) also includes transmission means (41) extending from the connecting means (28, 30) to transmit thrust from the engine (10) to the vehicle.

Abstract: A strut (10) for hooking an engine (16) under a wing body assembly (12) of an aircraft comprises a rigid structure as well as a mechanism for hooking this structure under the wing body assembly. This mechanism comprises a front fastener (22), a rear fastener (24) and a structure (26) for absorbing thrust. To install an engine (16) of greater diameter under the wing body assembly (12) of an existing plane, the rear part (20b) of the strut (10) is given a width which increases as it progresses to the rear. Furthermore, the rear fastener (24) comprises two braces which are fixed on both sides of the rigid structure and two shackles which connect each of the braces to an additional transverse rib integrated into the wing body assembly.

Abstract: A mounting arrangement (46) for mounting a turbofan gas turbine engine (10) on an aircraft pylon (44). The gas turbine engine (10) comprises a core engine (24) having a core engine casing (26). The mounting (46) comprises a first mounting (48) for mounting the core engine casing (26) on the pylon (44) and a second mounting (50) for mounting the core engine casing (26) on the pylon (44). The first mounting (48) comprises a first hinge adjacent (52) the core engine casing (26) and a second hinge adjacent (54) adjacent the pylon (44). The first hinge (52) is arranged parallel to the axis (S) of the gas turbine engine (10) to form a roll hinge. The second hinge (54) is arranged in a plane perpendicular to the axis (S) of the gas turbine engine (10) to form a pitch hinge. The second mounting (50) comprises a third hinge (56) adjacent the core engine casing (26) and a fourth hinge (58) adjacent the pylon (44).

Abstract: A fail-safe lug is carried by an engine frame member and receives a clevis carried by an engine mount member. The mount member includes side links that transmit transverse loads between the engines and the airframe and a thrust link that transmits axial, engine thrust loads between the engine and the airframe. A fail-safe pin is carried by the clevis and has an outer diameter that is smaller than an aperture in the lug and through which the pin passes, so that no loads are imposed on the fail-safe pin in normal operation. When one or more of the links are no longer capable of transmitting loads, the fail-safe arrangement becomes operative to accommodate the loads transmitted between the engine and the airframe.

Abstract: An adjustable mount for intended use with a model airplane engine is disclosed. The mount includes a bracket for supporting the engine and a base for connecting to the airplane, such as along the firewall. In one embodiment, the base includes a generally concave surface along one side that matches a generally convex surface along the corresponding side of the bracket. This arrangement allows the bracket to be moved relative to the base to change the orientation of an axis of rotation of the engine crankshaft with a position of one end of the shaft remaining substantially the same. A wedge assembly for fixing the position of the bracket relative to the base is also disclosed.

Abstract: A jet engine suspension includes a master component for attachment, fixed to an aircraft pylon. In the event of breakage of the master component and in the situation where the fixing screws are no longer able to transmit force, a peg is provided which resists transmitted loads such that the master component collapses until an upper shoulder rests on the pylon and supports the master component. The peg is free of dynamic stress in normal service and there is absolutely no risk of it cracking in fatigue.

Abstract: A mounting arrangement (46) for mounting a turbofan gas turbine engine (10) on an aircraft pylon (44). The gas turbine engine (10) comprises a core engine (24) having a core engine casing (26). The mounting (46) comprises a first mounting (48) for mounting the core engine casing (26) on the pylon (44) and a second mounting (50) for mounting the core engine casing (26) on the pylon (44). The first mounting (48) comprises a first hinge adjacent (52) the core engine casing (26) and a second hinge adjacent (54) adjacent the pylon (44). The first hinge (52) is arranged parallel to the axis (S) of the gas turbine engine (10) to form a roll hinge. The second hinge (54) is arranged in a plane perpendicular to the axis (S) of the gas turbine engine (10) to form a pitch hinge. The second mounting (50) comprises a third hinge (56) adjacent the core engine casing (26) and a fourth hinge (58) adjacent the pylon (44).

Abstract: A connector assembly for mounting turbomachinery including a link connector to be coupled to a clevis. The clevis includes a pair of arms and an opening that extends therethrough. The link connector includes a first end that includes an elastomer portion that defines an opening. The connector assembly further includes a support washer having an opening extending therethrough adjacent the link connector elastomer portion, and a fastener inserted through the clevis opening, the support washer opening, and the link connector elastomer opening to couple the link connector and the support washer to the clevis such that the link connector is coupled between the clevis arms by the fastener, and such that the support washer thermally insulates at least a portion of the link connector elastomer portion.

Abstract: A device for recovering forces generated by an aircraft engine has an engine strut (10), capable of being fixed to a wing or a fuselage of an aircraft, and an attachment device (12) fixed to the engine strut (10) and on which the engine is mounted. An intermediate fitting (24) of large dimensions, capable of recovering exceptionally high forces is fixed to several strut fittings (30) independent from each other, for example by bolts (28), across a lower spar (14) of the engine strut (10).

Abstract: An electric control system and method for operating the cowl doors of an aircraft engine that includes one embodiment with one or more electric motors that are energized to move the cowl doors to the open position. The motor is de-energized and the cowl doors are allowed to close under their own weight, driving the motor and causing it to operate as a generator. An electrical load absorbs the energy generated by the motor while the cowl doors close, thereby limiting the speed at which the doors close.

Abstract: An aircraft load cell shoring for placing a wing with an aircraft engine attached to the wing in an unloaded condition and for use with a load cell mounted on an aircraft jack. The aircraft load cell shoring includes a load cell adapter and a shoring contour assembly. The load cell adapter is able to be disposed above the load cell. The shoring contour assembly is an assembly for supporting an aircraft engine, and has a shoring contour assembly bottom portion, and a fixed receptacle located at the shoring contour assembly bottom portion. The load cell adapter communicates with the fixed receptacle. The fixed receptacle is located such that the aircraft jack is aligned with the center of gravity of the engine and enclosed part of the wing.

Abstract: A mount for mounting an aircraft engine to an aircraft includes a mounting frame having first and second flanges spaced apart a predetermined distance. Each of the first and second flanges has a bolt hole formed therein. A single thrust link is connected at one end to the mounting frame and at another end to the engine and serves as the primary axial loadpath for the engine. A lug formed on the engine casing is disposed between the first and second flanges and has a thickness that is less than the distance between the first and second flanges. The lug also has a bolt hole formed therein. A bolt extends through the bolt holes in the first and second flanges and the lug to connect the lug to the first and second flanges. The bolt hole in the lug is larger in diameter than the bolt to allow the lug to slide axially along the bolt. The first and second flanges, the lug and the bolt provide a waiting failsafe arrangement for reacting axial loads upon failure of the single thrust link.

Abstract: A solid rocket motor used as a booster rocket for a launch vehicle is provided with a mounting structure that permits attachment of the rocket motor to the vehicle in a manner that accommodates the expansion that the rocket undergoes during firing without risking disengagement of the rocket due to the shear forces caused by the expansion. The mounting structure includes a raised hub to which the thrust pin is attached, a series of aft-directed struts and a pair of transverse struts, all terminating in separate plates for bolting to the rocket motor case.

Abstract: An auxiliary equipment bracket is formed into a substantially U-shaped configuration having a pair of stays which face each other with a support portion of an engine main body and a supported portion of auxiliary equipment being interposed therebetween and a connecting body which connects the two stays together, and formed in each of the respective stays are a first bolt passing hole for allowing a tightening bolt to pass through the support portion between the respective stays and a second bolt passing hole for allowing a tightening bolt to pass through the supported portion between the respective stays.

Abstract: Device for aircraft thrust reovery capable of linking a turboshaft engine and an engine strut. A device for thrust recovery (16) linking a turboshaft engine to an aircraft engine strut comprising an attachment fitting (22) fixed to an engine strut, a control bar (38) articulated on the attachment fittings (22) and two coupling rods (24) linking the control bar (38) to the central engine casing, almost along the longitudinal axis of the latter. Links with play are envisaged between each of the coupling rods (24) and the attachment fitting (22), to ensure transmission of thrust forces in the event of rupture of one of the parts of the device. These links with play comprise pivoting axes (48) which intersect the longitudinal axes of the corresponding coupling rods (24).

Abstract: A gas turbine engine mounting arrangement (22) for attaching a gas turbine engine (10) to an aircraft via a pylon (18). The arrangement (22) comprising a main mounting means (23) which carries the engine loads under normal operating conditions, and an auxiliary mounting structure (25). The auxiliary mounting structure. (25) comprises a safety bracket (44), and auxiliary interconnection means (29) are arranged to connect the bracket (44) to the engine (10) independently of the main mounting means (23) and so that the auxiliary mounting structure (25) is substantially unloaded under normal operating conditions. The auxiliary interconnection means (29) and the safety bracket (44) engaging with the engine (10) and carrying substantial engine loads in the event of failure of the main mounting means (23). Preferably the safety bracket (44) is interposed and sandwiched between a main bracket (2), forming part of the main mounting structure (23), and the main bracket (2) and the pylon (18).

Abstract: An aircraft propulsion system (10) is connected to a strut, fixed to the wing or fuselage, by a fixing device comprising at least one rear mount (22) and two front mounts (24, 26). The rear mount (22) and a first (24) of the front mounts connect a main part (12a) of the frame (12) of the strut to the central casing (16) of the engine. The other front mount (26) connects a front part (12b) projecting from the strut frame (12) to the fan stator case (20) and mainly takes up the vertical forces (Z). Thus, the first front mount (24) can be simplified and bending or sagging of the engine is reduced.

Abstract: An aircraft engine mount for mounting an engine to an aircraft includes a mounting frame fixedly joined to the aircraft, first and second prime links and a waiting failsafe link. The first prime link is joined to the engine at a first joint and to the mounting frame at second and third joints. The second prime link is joined to the engine at a fourth joint and to the mounting frame at fifth and sixth joints. The waiting failsafe link is joined to the engine at a seventh joint and to the mounting frame at an eighth joint. The first, third, fourth, sixth and seventh joints are ball joints, and the second and eighth joints are translating ball joints. The fifth joint is a clearance pin joint. All of the translating ball joints include a spherical bearing disposed in an opening in the respective link and a pin extending through the spherical bearing. An inner bushing is disposed on the pin and an outer bushing disposed over the inner bushing.

Abstract: A link for use in an aircraft engine mounting system includes a span section having a first connector formed (at one end thereof and a second connector formed at another end thereof. A lumped mass is disposed on the span section for placing the resonant frequency of the link away from engine excitation frequencies.

Abstract: A multi-linkage suspension system (20) including isolators (32) positioned at the outboard ends of the linkages (26) for suspending and isolating an engine (22), such as an Auxiliary Power Unit (APU), from a structure (24), such as an aircraft fuselage. The system (20) has a plurality of linkages (26) extending from the engine (22) towards the structure (24); each linkages (26) including an inboard (28) and outboard (30) end, a plurality of outboard isolators (32) attached at the outboard ends (30), a bracket (27) for connecting the outboard isolators (32) to the structure (24), a rod end (34), which is preferably elastomeric and includes an elastomer layer (36), for connecting the plurality of linkages (26) to the engine (22). The system (20) is easily tuned and provides for common components and the location of the isolators (32) minimizes direct exposure to heat and aggressive fluids.

Abstract: A thrust mount includes a platform mountable to an aircraft pylon, and includes end clevises and a center clevis therebetween. An equalizer lever includes opposite ends, and a center therebetween pivotally joined to the center clevis. Thrust links are pivotally joined to the lever ends. And, a pair of elastomeric snubbers are disposed adjacent respective ends of the lever inside the end clevises in frictional abutment therebetween.

Abstract: In an installation structure of a glow plug with a combustion pressure sensor, a seat surface is provided in an installation hole formed in the engine so as to penetrate from outside into a combustion chamber of the engine. A contact surface is formed in the glow plug. The glow plug is partly inserted into the installation hole and is fixed via a ring shaped gasket to the engine so that the glow plug comes in pressurized contact with the engine in an axial direction of the installation hole. With the installation structure mentioned above, the elastic member is elastically more deformable in an axial direction of the installation hole than a portion of the glow plug on which the combustion pressure sensor is mounted.

Abstract: The present invention provides a tailcone and power assembly mountable to the body of an aircraft using a height adjustable dolly. The tailcone assembly comprises a longitudinal support member, a gas turbine engine mounted to the support member; a firewall; two curved rotatable casings hingeably connected to the support member; an inlet duct extending from an aperture in one of the rotatable casings to the engine inlet; an integral exhaust casing, and interface means for making necessary engine accessory connections to the aircraft. The tailcone is installed on the aircraft by mounting the tailcone in the adjustable dolly, rolling the dolly up to the aircraft, adjusting the dolly until the auxiliary power assembly is properly aligned for attachment to the aircraft, connecting the engine accessories to the aircraft, and bolting the assembly to the aircraft.

Abstract: A device (14) for attaching or hooking an engine to an aircraft strut (10) comprises a circular arc-shaped fitting (16), formed from two elementary, coupled portions, which are also circular arc-shaped. These two elementary portions can be separate parts joined by bolts (24). The fitting (16) is fixed to the strut (10) by tension screws (30) and is solely connected to the engine by two connections or links (18). Each of these connections comprises a damping or shock absorber block (36) fixed to a base (40) connected to the engine and connected to one end of the fitting by a spindle (42). A holding part (44), fixed between the shock absorber block (36) and the base (40), is connected to the fitting by a joint (50) with clearance.

Abstract: A device and method for adapting a turbine package, including a turbine and a frame (R), where the turbine includes an inlet bell mouth (1, 4, 8) and/or an exhaust bell mouth, and where there is a difference in length between two or more dissimilar models of turbines, so that the anchorage points (12, 13) of the bell mouth door (2, 5) or the plenum wall for the turbines do not correspond. The adaptation may, for example, be carried out either by extending the inlet bell mouth (8) of the shorter turbine, so that the anchorage points (12, 13) of the bell mouth doors (5, 10) of the two turbines correspond and by producing the frame sot hat the bell mouth door (10) is positioned in accordance with the corresponding anchorage points (12, 13), or by providing the bell mouth door with a conical section (24) having a length corresponding to the length difference between the turbines.

Abstract: An aircraft assembly includes a wing, a pylon structure attached to the wing, an aft engine mount attached to the pylon structure, and an engine attached to the aft engine mount. The aft engine mount includes a pivotal attachment to the pylon structure and first and second spring beams operatively connected to the pylon structure at opposing sides of the pivotal attachment for damping pivotal movement of the engine with respect to the pylon structure to enable tuning of the natural frequency of the engine to avoid wing flutter.

Abstract: The invention relates to a device for attaching an aircraft engine onto a pylon fixed to a wing or a fuselage. The device comprises a fitting (26), fixed to the pylon (20) by bolts (34, 36), and at least two connecting arms (28, 30), linking the fitting to a structural component (22) of the engine. To allow the installation of engines with larger diameters while preserving the mechanical strength and without increasing aerodynamic disturbance, barrel nuts (38, 40) are put into position into which the bolts (34, 36) are screwed, and certain pins connecting the connecting arms (28, 30) to the fitting (26) are put into the same bores (42, 43) of the fitting.

Abstract: The present invention relates to an engine mount assembly for supporting an aircraft engine in aft-cantilevered position beneath the aircraft wing. The assembly includes a pair forward engine mounts positioned on opposite sides of an integrally formed yoke member wrapped about the upper half of the engine casing. Each side of the yoke is preferably configured as an A-shaped frame member with the bottom portions joining each other and the pylon. To prevent "backbone bending" of the engine trunnion assembly, the forward engine mounts supported at opposite ends of the yoke engage the casing along its centerline. The trunnion assembly is preferably constructed of high strength titanium machined and/or forged.

Abstract: An engine mount (1) is disclosed which is particularly suitable for a propeller-driven aircraft. The engine mount (1) comprises a tubular frame structure (3) for the attachment of an engine (4) to a supporting structure, particularly to a cowling box (2). The frame structure (3) comprises a multitude of point-shape connected and braced members (8), (11), (12), (13), (15), and is part surrounding the engine (4). The engine (4) is bolted to mounts at one end of the tubular frame structure (3) in the direction (5) of drive, and, at its other end in the direction (5) of drive, the tubular frame structure (3) is, in turn, bolted to mounts on the supporting structure. According to the invention at least one member of the tubular frame structure (3) is an active member (12) the length of which can be changed under control.

Abstract: An improved strut wing interface having dual upper links which lie along parallel planes or in diverging planes. Various design enhancements and capabilities are achieved when using the dual upper links as opposed to a conventional single upper link.

Abstract: A device for attaching an engine to a strut (10) of an aircraft comprises a main attachment structure and an emergency or standby attachment structure (52). The main attachment structure includes a fitting (16) fixed to the strut (10), as well as at least two swivelled rods (18, 20) connecting the fitting (16) to the engine. The standby attachment structure (52), through which no force passes when the main attachment structure is operational, connects directly, with a clearance, the strut (10) to the engine. It e.g. comprises a yoke (54) integral with the strut (10) and passing through a window formed in the fitting (16), or a rod articulated to the engine and to the strut.

Abstract: The present invention provides a tailcone and power assembly mountable to the body of an aircraft using a height adjustable dolly. The tailcone assembly comprises a longitudinal support member, a gas turbine engine mounted to the support member; a firewall; two curved rotatable casings hingeably connected to the support member; an inlet duct extending from an aperture in one of the rotatable casings to the engine inlet; an integral exhaust casing, and interface means for making necessary engine accessory connections to the aircraft. The tailcone is installed on the aircraft by mounting the tailcone in the adjustable dolly, rolling the dolly up to the aircraft, adjusting the dolly until the auxiliary power assembly is properly aligned for attachment to the aircraft, connecting the engine accessories to the aircraft, and bolting the assembly to the aircraft.

Abstract: An installation for connecting the output shaft of the engine and the input shaft of the transmission box together including a transmission shaft having a certain amount of flexural flexibility and including splines at one of its ends. The splined end being designed to be a sliding fit in a corresponding splined hub of the engine. Attaching the engine to the deck actualized by a system for articulated attachment which includes stand legs and rails fixed to the deck parallel to the shafts. The legs can slide with the engine after tilting.

Abstract: An aircraft engine mount includes a mounting platform fixedly joinable to an aircraft pylon, and a cooperating mounting ring fixedly joinable to an aircraft engine. The platform includes a pair of spaced apart lugs defining therebetween a failsafe slot. The mounting ring includes an inner flange fixedly joinable to the engine, and an outer flange extending from the inner flange into the failsafe slot. A pair of side links are pivotally joined to the outer flange and at least one of the lugs to carry loads therebetween. A failsafe pin extends across the failsafe slot and is fixedly joined to the lugs. A clearance hole is provided in the outer flange for receiving the failsafe pin and providing a failsafe alternate loadpath between the mounting ring and platform upon failure of the links to carry loads.

Abstract: An aircraft engine mount includes a mounting platform fixedly joinable to an aircraft pylon, and a cooperating mounting ring fixedly joinable to an aircraft engine. The platform includes four lugs arranged in forward and aft pairs. Four links are arranged in forward and aft pairs pivotally joined at opposite ends thereof to respective ones of the four lugs and to the mounting ring. The four links are symmetrically arranged both circumferentially and axially to carry both thrust loads and in-plane vertical and side loads between the mounting ring and mounting platform with failsafe redundancy.

Abstract: A thrust mount (24) for passing thrust loads between a forward engine frame (16) and an aft engine mount upper fitting (34). The thrust mount includes first and second thrust links (46), (48) interconnected between the engine frame and an evener bar. A central clevis (30) extends forwardly from a forward surface (32) of the upper fitting (34). The central clevis (30) accepts a center portion (36) of the evener bar (38) and secures the evener bar therein using a rotatable connection mechanism (40). A pair of thrust lugs (42) also extends forwardly from the upper fitting. The central clevis is located between the opposed thrust lugs. Each thrust lug (42) includes slots (44) for receiving an evener bar end. The evener bar (38) further includes an aft surface (48) positioned near, though not normally contacting, the upper fitting forward surface (32). The rotatable connection mechanism (40) at the central clevis transfers thrust loads during normal operations.

Abstract: A redundant front suspension system for a turboshaft engine mounted on a on of an aircraft comprises a primary suspension device forming the normal front suspension of the engine, and an emergency suspension device which operates in the event of failure of the normal suspension. The primary suspension device comprises a base support which is fixed to the pylon and has a suspension shaft which co-operates with the intermediate casing of the engine. Thrust take-up rods connect the intermediate casing to the base support. The emergency suspension device comprises a first support secured to the pylon and a second support secured to the intermediate casing, each of these two supports having a vertical yoke associated with it. The vertical yokes are interconnected by a connecting rod in a manner which provides a clearance between the rod and at least one of the yokes.

Abstract: A redundant front suspension system for a turboshaft engine mounted on a pylon of an aircraft comprises a primary suspension device forming the normal front suspension of the engine, and an emergency suspension device which operates in the event of failure of the normal suspension. The primary suspension device comprises a base support which is fixed to the pylon and has a suspension shaft which co-operates with the intermediate casing of the engine. Thrust take-up rods connect the intermediate casing to the base support. The emergency suspension device comprises a first support secured to the pylon and a second support secured to the intermediate casing, each of these two supports having a vertical yoke. The vertical yokes are interconnected by a transverse pin which passes through the yokes with a clearance between the pin and one of the yokes.

Abstract: A redundant front suspension system for a turboshaft engine mounted on a pylon of an aircraft comprises a primary suspension device forming the normal front suspension of the engine, and an emergency suspension device. The primary suspension device comprises a base member secured to the pylon and having a suspension shaft which co-operates with the intermediate casing of the engine, and thrust take-up rods connect the intermediate casing to the base member. The emergency suspension device comprises an additional member which is interposed between the pylon and the base member of the primary device and which has a second shaft at its forward end extending parallel to the longitudinal axis X of the engine, the second shaft being received with clearance in a bore provided in the intermediate casing and being equipped with means for enabling take-up of forces along the X, Y and Z axes in the event of failure of an element of the primary suspension device.

Abstract: A failsafe engine mount (19) that includes a first link (45), a second link (47), a third link (53), four upper connection locations (39a), (39b), (39c), (39d) on an upper fitting (31), and four lower connection locations (75a), (75b), (75c), (75d) on a clevis strip (73) of an engine casing (71), is disclosed. The first link (45) connects the first upper connection location (39a) with the first lower connection location (75a). The second link (47) has a first arm (49) that connects the second lower connection location (75b) with the second upper connection location (39b). The second link (47) further includes a second arm (51) that connects the second upper connection location (39b) with the third lower connection location (75c). The third link (53) has a first arm (55) that connects the third upper connection location (39c) with the fourth upper connection location (39d).

Abstract: An apparatus for counteracting vibrations includes a housing for attachment to a vibrating member. First and second bodies are connected to the housing by first and second springs, respectively, with a combined stiffness which defines a resonant frequency at which the first and second bodies oscillate with respect to the housing. Each of the first and second springs include a plurality of rods fixedly connected between a pair of rings. A lever engages the first and second bodies to vary a spacing between those bodies when force from an actuator is applied to the lever. The lever action alters the stiffness of the first and second springs which varies the resonant frequency of the vibration absorber.

Abstract: An improvement of a vertical fin (18) attached to a pylon strut (14) that is cantilevered from a wing rear spar (16) of a supersonic aircraft (9), the improved pylon (10) for mounting heavy assemblies such as an engine (8) to an aircraft wing (12). The fin (18) is a thin, elongate member having a ratio of fin height (36) to fin width (38) of about between 3:1 to 5:1. The ratio of fin length(34) to fin width (38) is preferably equal to or greater than 30:1. The fin at its lower surface (24) is attached to an upper surface (20) of the strut (14). The fin (18) preferably extends forward over a portion of the upper surface (22) of the wing (12) and is additionally attached thereto. One embodiment of a fin construction includes a U-shaped lower channel (40), an inverted U-shaped upper channel (42), a pair of substantially parallel upright sidewalls (32), an arcuate upper closeout member (46), and aerodynamic seals 48 as required.

Abstract: A fail-safe thrust mount (24) to attach a forward engine frame (16) to an aft engine mount (20) upper fitting (40). The thrust mount includes first and second thrust links (30), (32) attached to opposed first and second lateral ends (26), (28) of an evener bar (34), respectively. A center clevis (36) extends forwardly from the forward abutment surface (38) of the upper fitting (40). The center clevis (36) accepts a center portion (42) of the evener bar (34) and secures the evener bar therein using first and second connection mechanisms. The first connection mechanism is located forward of the second connection mechanism with respect to an airplane frame of reference. The first connection mechanism preferably includes a primary pin (44) inserted snugly through the center clevis (36) and through a primary pin hole (58) in the evener bar.

Abstract: A fail-safe engine mount (19) that includes a first link (45), a second link (47), a third link (53), four upper connection locations (39a), (39b), (39c), (39d) on an upper fitting (31), and four lower connection locations (75a), (75b), (75c), (75d) on a clevis strip (73) of an engine casing (71), is disclosed. The upper fitting (31) includes structurally reinforced rib elements (35) which aid in controlling the alignment of the force vectors created by engine loads. The first link (45) connects the first upper connection location (39a) with the first lower connection location (75a). The second link (47) has a first arm (49) that connects the second lower connection location (75b) with the second upper connection location (39b). The second link (47) further includes a second arm (51) that connects the second upper connection location (39b) with the third lower connection location (75c). The second link (47) carries loads during a failure of either the first link (45) or the third link (53).

Abstract: A nacelle and mounting arrangement for a high bypass ratio ducted fan aircraft engine mounted external to the aircraft main structure is disclosed. The nacelle and mounting arrangement isolate the engine from the adverse effects of certain aerodynamic forces acting on the nacelle by transferring substantially all of those forces directly from the nacelle to the aircraft and transferring substantially none of those forces to the engine. Various arrangements of the nacelle components which facilitate engine removal while avoiding the placement of nacelle component interfaces in highly stressed regions of the nacelle are also disclosed.

Abstract: An adjustable engine mount for use on a model airplane to supportably hold a model airplane engine, the engine mount including an adjustably positionable support bracket having a mount segment which is sandwichly positioned between a first mount panel and a second mount panel, the mount segment and the second mount panel each including an axial opening extending therethrough such that an elongate axial screw which extends from the first mount panel may pass therethrough to enable secured adjustable, single step securing of the mount segment, and accordingly the support bracket, in a selected secured orientation therebetween, thereby aligning the engine disposed on the support bracket in a desired orientation within the model airplane.

Abstract: The difficulty and expense of fabricating a support strut for a ram air driven turbine are reduced by providing an axially opening channel in a central portion of the strut. Blockage of a portion of the airstream flowing through the ram air turbine and past the strut is reduced by extending the axially opening channel through the entire axial length of the strut. Apparatus for converting or transferring power generated by the ram air turbine to a point of use, such as an aircraft, is routed through the axially opening channel, thereby allowing convenient access to such apparatus. A strut design is provided which may be readily manufactured as a single unitary structure from a variety of metallic and non-metallic materials including fiber reinforced composites.

Abstract: A gas turbine engine 10 is suspended via a casing 15 from a pylon 12 by a front mount 20 and a rear mount 40. The front mount 20 comprises a bracket 22, having a plurality of pins 26,28 and 30 integral therewith, which is bolted to the underside 11 of the pylon 12. The first pin 26 engages an annular flange 16 around the casing 15 to support the engine 10 in a vertical plane. Any vertical loads act peripherally of the casing 15 through the annular flange 16 to minimise the distortion of the casing 15. The second pin 28 engages with the casing 15 directly to prevent axial and lateral movement of the engine 10 relative to the pylon 12. The third pin 30 is provided as a failsafe. In normal operation the third pin 30 carries no load, however if the first pin 26 should break the third pin 30 then supports the engine 10 in a vertical plane. Any vertical loads then act peripherally of the engine casing 15 through an annular flange 18.